Extendable trailer having a roll support assembly

ABSTRACT

An apparatus comprising a front flatbed trailer section, a rear flatbed trailer section, a first support assembly carried by one of the front and rear flatbed trailer sections, and wherein the first support assembly at least partially disengages the other of the front and rear flatbed trailer sections. A method of extending a trailer comprising the steps of providing a first flatbed trailer section and a second flatbed trailer section with a slide member and a first support assembly, displacing the first support assembly in a first direction, separating the first and second flatbed trailer sections in a vertical direction, and moving one of the first and second flatbed trailer sections in a horizontal direction relative to the other of the first and second flatbed trailer sections.

CROSS-REFERENCE TO RELATED APPLICATIONS

This is a continuation-in-part application claiming priority to StandardUtility patent application Ser. No. 12/070,450, filed Feb. 19, 2008, nowU.S. Pat. No. 7,677,625 claiming priority from U.S. ProvisionalApplication Ser. No. 61/008,745, filed Dec. 21, 2007, the entiredisclosures of which are incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Technical Field

The present invention relates generally to large transport vehicles.More particularly, the present invention relates to trailers used withsuch vehicles. Specifically, the present invention relates to extendableflatbed trailers.

2. Background Information

Extendable flatbed trailers which have a retracted position providingfor a standard length trailer such as used with a tractor trailer rigand an extended position for use in carrying extremely long loads arewell known in the art. However, these extendable flatbed trailers aretypically formed primarily of steel. As a result, these trailers arerelatively heavy which as a result minimizes the weight of the load thatmay be carried on most roads due to weight limit regulations, inaddition to increasing fuel usage. Furthermore, many truck operators usean extendable trailer in its extended configuration only a few times ayear. Thus, when the extendable trailer is used in its retractedposition, it weighs a great deal more than a standard length trailer. Asa result, there is a need in the art for an extendable flatbed trailerwhich addresses these problems.

BRIEF SUMMARY OF THE INVENTION

The present invention broadly comprises an apparatus comprising a frontflatbed trailer section, a rear flatbed trailer section, a first supportassembly carried by one of the front and rear flatbed trailer sections,and wherein the first support assembly moves the front and rear flatbedtrailer sections axially relative to each other from a first position toa second position.

The present invention also broadly comprises a method of extending atrailer comprising the steps of providing a first flatbed trailersection and a second flatbed trailer section with a slide member and afirst support assembly, displacing the first support assembly in a firstdirection, separating the first and second flatbed trailer sections in avertical direction, and moving one of the first and second flatbedtrailer sections in a horizontal direction relative to the other of thefirst and second flatbed trailer sections.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side elevational view of a first embodiment of theextendable flatbed trailer of the present invention shown in a fullyextended configuration carrying an extended length load and hitched to atractor to form an 18-wheel tractor trailer rig.

FIG. 2 is a top plan view of the first embodiment in the fully extendedposition.

FIG. 3 is a side elevational view of the front flatbed section of thefirst embodiment.

FIG. 4 is an enlarged top plan view of the front flatbed section withportions cut away taken on line 4-4 of FIG. 3.

FIG. 5 is an enlarged bottom plan view of the front flatbed section withportions cut away taken on line 5-5 of FIG. 3.

FIG. 6 is a sectional view taken on line 6-6 of FIG. 3 showing thelocking pins in the locked position and the pneumatic actuators.

FIG. 7 is an enlarged side elevational view of the rear flatbed sectionof the first embodiment.

FIG. 8 is a sectional view taken on line 8-8 of FIG. 2 in the suspensionarea associated with the forward axle of the trailer showing one of theair springs, an outer reinforcing plate of one of the eyelets, avertical web strengthener and an outer angled brace.

FIG. 8A is a sectional view taken on line 8A-8A of FIG. 8.

FIG. 9 is an enlarged top plan view of the rear flatbed section of thefirst embodiment taken on line 9-9 of FIG. 7.

FIG. 10 is a sectional view taken on line 10-10 of FIG. 7 showing thesuspension and related structure associated with the forward axle.

FIG. 11 is an enlarged sectional view taken on line 11-11 of FIG. 9showing a pair of the inner reinforcing plates of the eyelets and thelongitudinal wear bar.

FIG. 12 is an enlarged bottom plan view with portions cut away showingthe rear end of the front flatbed section and the front end of the rearflatbed section adjacent one another prior to their engagement andconnection to one another and showing the locking pins having movedinwardly toward one another to the unlocked position.

FIG. 13 is similar to FIG. 12 and shows the male connector extension offront section sliding into the female receiver of the rear section withthe locking pins slidably engaging the wear bars and inner reinforcingplates.

FIG. 14 is a side elevational view with portions cut away with the frontand rear flatbed sections positioned relative to one another as shown inFIG. 12.

FIG. 15 is a sectional view taken on line 15-15 of FIG. 14 showing thealignment of the front and rear flatbed sections prior to engagement.

FIG. 16 is similar to FIG. 14 and shows the front section slide furtherrearwardly relative to the position of FIG. 13 with the locking pins intheir locking position within the respective eyelets.

FIG. 17 is a sectional view taken on line 17-17 of FIG. 16 showing thelocking pins in the locked position.

FIG. 18 is a sectional view taken on line 18-18 of FIG. 16 illustratingthat the heads of two of the bolts of the reinforcing plates are flushwith the inner surface of the inner reinforcing plate so that thelocking pin slides over the heads of the two bolts as illustrated inphantom lines.

FIG. 19 is similar to FIG. 1 and shows the flatbed trailer in anintermediate degree of extension with a load which is shorter than thatshown in FIG. 1.

FIG. 20 is similar to FIG. 19 and shows the first embodiment of theflatbed trailer in the fully retracted position with a standard sizecontainer secured atop the flatbed whereby the truck is used in theconfiguration of a box trailer or van trailer.

FIG. 21 is an exploded side elevational view of a second embodiment ofthe flatbed trailer of the present invention.

FIG. 22 is a side elevational view similar to FIG. 1 showing the secondembodiment in a fully extended position.

FIG. 23 is similar to FIG. 20 and shows the second embodiment in itsfully retracted position with a container to provide its box trailerconfiguration.

FIG. 24 is an exploded side elevational view of a third embodiment ofthe flatbed trailer of the present invention.

FIG. 25 is similar to FIG. 22 and shows the third embodiment in itsfully extended configuration.

FIG. 26 is similar to FIG. 23 and shows the third embodiment in itsfully retracted position with a container on top in a box trailerconfiguration.

FIG. 27 is an enlarged side elevational view of the encircled portion ofFIG. 25.

FIG. 28 is a side elevational view of the roll support assembly attachedto the front flatbed section.

FIG. 29 a top plan view of the roll support assembly of the frontflatbed section with portions cut away taken on line 29-29 of FIG. 28.

FIG. 30 is an end view of the roll support assembly of the front flatbedsection with the brace assembly removed taken on line 30-30 of FIG. 28.

FIG. 31 is an end wise view of the roll support assembly of the frontflatbed section with portions cut away taken on line 31-31 of FIG. 28.

FIG. 32 is a side elevational view of the roll support assembly of thefront flatbed section with portions cut away taken on line 32-32 of FIG.29.

FIG. 33 is an enlarged view of the roll support assembly of the frontflatbed section taken on line 33-33 of FIG. 29.

FIG. 34 is a side elevational view of the roll support assembly of therear flatbed section with portions cut away.

FIG. 35 is a top plan view of the roll support assembly of the rearflatbed section with portions cut away taken on line 35-35 of FIG. 34.

FIG. 36 is an end wise view of the roll support assembly of the rearflatbed section with portions cut away taken on line 36-36 of FIG. 34.

FIG. 37 is a side elevational view of the roll support assembly of therear flatbed section taken on line 37-37 of FIG. 36.

FIG. 38 is an enlarged side elevational view of the roll supportassembly of the rear flatbed section taken on line 38-38 of FIG. 35.

FIG. 39 is a side elevational view of the front and rear flatbedsections each with a roll support assembly.

FIG. 40 is an end wise view of the front and rear flatbed sections eachwith a roll support assembly with portions cut away taken on line 40-40of FIG. 39.

FIG. 41 sectional view of the roll support assemblies of the front andrear flatbed sections.

FIG. 42 is an enlarged view of the front flatbed section roll supportassembly interacting with the rear flatbed section.

FIG. 43 is an enlarged view of the rear flatbed section roll supportassembly interacting with the front flatbed section.

FIG. 44 is a view similar to FIG. 42 with the air bag being inflated andforcing the roll support assembly downward to separate the front andrear flatbed sections.

FIG. 45 is a view similar to FIG. 44 with the air bag being inflated andforcing the roll support assembly downward to separate the front andrear flatbed sections.

FIG. 46 is a view of FIG. 45 from the inside of the front and rearflatbed sections.

FIG. 47 is side elevational view of the rear flatbed section being slideaway from the front flatbed section.

Similar numbers refer to similar parts throughout the drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

A first embodiment of the extendable flatbed trailer of the presentinvention is indicated generally at 10 in FIG. 1 shown mounted on atractor; a second embodiment of the present invention is indicatedgenerally at 300 in FIG. 21; and a third embodiment of the presentinvention is indicated generally at 400 in FIG. 24. Trailer 10 isextendable to a fully extended position shown in FIG. 1 and retractableto a fully retracted position shown in FIG. 20 with various degrees ofretraction or extension, such as indicated by the partially extendedposition of FIG. 19. Trailer 10 is thus configured to carry a long load12 in the fully extended position of FIG. 1, an intermediate length load14 in the partially extended position of FIG. 19 and a shorter load orcontainer 16 in the fully retracted position shown in FIG. 20. Loads 12and 14 are typically such items as very long I-beams, pipes or the like.Container 16 is typically the standard size container used with atractor trailer rig in a box trailer or van trailer configuration.Trailer 10 is shown in FIG. 1 hitched to a towing vehicle in the form ofa tractor so that tractor 18 and trailer 10 form an 18-wheel tractortrailer rig suitable for driving on various roadways. Tractor 18includes a hitch assembly in the form of a fifth wheel including a fifthwheel hitch plate 20 serving as the hitch member of tractor 18 althoughother hitch members may be used with trailer 10.

In accordance with the invention, trailer 10 is formed primarily ofaluminum and has front and rear ends 21 and 23 defining therebetween alongitudinal direction of trailer 10, and first and second sides 25 and27 defining therebetween an axial direction of trailer 10. Trailer 10includes front and rear flatbed sections 22 and 24 which are moveablelongitudinally relative to one another to provide the various degrees ofextension and retraction of trailer 10. Front section 22 includes afront or first deck section 26, a hitch section 28 connected to thebottom of deck section 26 and a male connecter extension 30 connected tothe bottom of deck section 26 and the rear of hitch section 28 andextending rearwardly of deck section 26. Deck section 26 defines a frontportion of the upper surface of trailer 10 on which load 12 is seated.Hitch section 28 is configured to hitchably engage plate 20 for hitchingtrailer 10 to tractor 18. Extension 30 is configured for connection torear flatbed section 24 as described in greater detail below. Rearflatbed section 24 includes an upper deck section 32 defining an uppersurface of trailer 10 on which a part of load 12 may be seated and afemale receiver section 34 connected to and extending downwardly fromdeck section 32 and providing support to deck section 32. A rearsuspension assembly is provided adjacent rear 23 of trailer 10 and aforward suspension assembly 38 is spaced forward of rear suspensionassembly 36 while still being generally adjacent rear 23. A set of rearwheels 40 and a set of forward wheels 42 are rotatably mountedrespectively on rear suspension 36 and forward suspension 38 to supporttrailer 10 and allow it to roll in forward and rearward directions. Alanding gear 43 is provided adjacent the rear of deck section 26 andgenerally adjacent the front of trailer 10 although landing gear 43 maynot be formed primarily of aluminum materials.

Front flatbed section 22 is now described in greater detail withreference to FIGS. 2-6. Front section 22 includes a primary longitudinalstructure comprising first and second aluminum primary structural rails44 and 46 which are parallel to one another along with a horizontallongitudinal upper plate 48 which extends between and is connected torails 44 and 46 adjacent their upper ends and which extends fromadjacent and forward of the rear of deck 26 all the way to the rear ofextension 30, that is, to the rear ends of rails 44 and 46. In theexemplary embodiment, seven large weight-reducing circular through holes50 are formed in upper plate 48 extending from its top to its bottomsurface and having a diameter greater than half the width of plate 48.Holes 50 are longitudinally evenly spaced from one another and arelongitudinally aligned, with the front hole 50 adjacent the front ofplate 48 and the rear hole 50 adjacent the rear of plate 48. Rails 44and 46 extend from a front end 52 to a rear end 54 which aresubstantially the same as the front and rear ends of front section 22.Each of rails 44 and 46 is typically formed of an I-beam comprising avertical web 56, a top horizontal crossbar 58 and a bottom horizontalcrossbar 60. Bottom crossbar 60 tapers upwardly adjacent the rear ofdeck 26 at a tapered segment 62 and then levels off in an upperhorizontal segment 64 which is thus spaced upwardly of a lowerhorizontal segment 66 which extends rearwardly from the rear end oftapered segment 62. Web 58 tapers accordingly so that rails 44 and 46adjacent front end 52 provide an elevated upper horizontal segment 64for the attachment of a flat generally horizontal hitch plate 68 whichis welded to the bottom of segment 64. A hitch member 70 is secured tohitch plate 68 and extends downwardly therefrom and is configured to bereceived within the standard notch (not shown) of hitch plate 20 oftractor 18 and secured therein in order to hitch trailer 10 to tractor18. It is noted that unless otherwise specified the various referencesto welds or welding in the present application are in the preferredembodiment aluminum welds which are suitable for welding two aluminumparts to one another. Eight axial cross structures 72 extend between andare connected to rails 44 and 46 and are longitudinally spaced from oneanother with the front structure 72 adjacent and behind deck 26 and therear structure 72 adjacent rear end 54. The remainder of structures 72are typically disposed between respective adjacent pairs of holes 50formed in plate 48. Three of structures 72 are also shown in FIG. 5.

Each structure 72 is described in greater detail with referenced to FIG.6. Each structure 72 includes an axially extending vertical upper plate72 which extends between and connected to each of rails 44 and 46. Moreparticularly, each plate 74 is welded to the respective webs 56 and theinner portion of top crossbars 58 and extends downwardly from crossbar58 about ⅓ of the distance of the height of the each web 56. A pair ofaluminum braces 76A and B are connected to aluminum plate 74 and angledownwardly in generally opposite directions to mount adjacent the lowerends of webs 56 of respective rails 44 and 46. More particularly, eachbrace 76 is an aluminum tube having opposed crimped or flattened ends78. An aluminum mounting bracket 80 is secured to the inner surface ofeach web 56 adjacent its lower end by a plurality of fasteners 82 whichin the exemplary embodiment include a threaded bolt and a threaded nutwhich threadedly engages the bolt with a pair of washers respectivelyabutting the head of the bolt and nut. While other fasteners may beutilized, the bolt and nut type fasteners are generally preferred toallow for removability of the various components of the trailer whichare connected by such fasteners. Thus, fasteners represented at 82throughout the present description generally have this configurationunless otherwise noted although the specific size of bolts, nuts andwashers may be different at various locations on trailer 10. Thus, brace76A is connected to plate 74 via a fastener 82 extending through holesformed in plate 74 and the upper crimped end 78 of brace 76A while thelower end 78 of brace 76A is likewise secured to mounting bracket 84 ofrail 44 via a fastener 82 extending through similar holes. Brace 76A issecured to the front of plate 74 while bracket 76B is secured to therear of plate 74 at a location such that brace 76A and B cross oneanother as viewed in the longitudinal direction. Each brace 76 thusforms a triangular configuration with plate 74 and one of rails 44 and46.

Referring now to FIGS. 3-5, deck 26 is described in greater detail. Deck26 has front and rear ends 84 and 86 and extends axially outwardlyrespectively beyond rails 44 and 46 to sides 25 and 27. Deck 26 includesfirst and second longitudinal upper main rails 88 and 90 which areconnected to and extend upwardly respectively of rails 44 and 46 and aretypically welded thereto. Rails 88 and 90 extend from adjacent front end84 to adjacent rear end 86. Deck 26 further includes first and secondlongitudinal upper side rails 92 and 94 which are respectively spacedaxially outwardly from main rails 88 and 90 and parallel thereto. Siderails 92 and 94 are typically in the form of an angle having an upperhorizontal leg and a vertical leg extending downwardly therefrom todefine the respective sides 25 and 27 of deck 26. A front axial rail 96extends perpendicular to and is connected to the front ends of mainrails 88 and 90 and side rails 92 and 94. A rear axial rail 98 extendsparallel to rail 96 and is welded to the rear ends of main rails 88 and90 and side rails 92 and 94. A plurality of parallel axial deck railsare evenly longitudinally spaced from one another, parallel to front andrear rails 96 and 98 and comprise respective central axial deck rails100, first lateral axial deck rails 102 and second lateral axial deckrails 104 shown respectively aligned in a linear fashion. Each centralaxial deck rail 100 extends between and is welded to main rails 88 and90. Each first lateral axial deck rail 102 extends between and is weldedto main rail 88 and first side rail 92. Likewise, each second lateralaxial deck rail 104 extends between and is welded to main rail 90 andsecond side rail 94. In the exemplary embodiment there are seven of eachof rails 100, 102 and 104. All of the rails of deck 26 are formed ofaluminum.

With reference to FIGS. 4-6, the structure adjacent rear end 54 of frontflatbed section 22 is now described. A securing or locking mechanism ismounted on rails 44 and 46 adjacent rear end 54 and includes a pair ofaxially moveable locking pins 106A and 106B. Locking pins 106 arepneumatically moveable in an inward axial direction from a lockedposition shown in FIGS. 4-6 to an unlocked position shown in FIG. 12 bya pair of pneumatic cylinders 108A and B. Each cylinder 108 includes aninternal spring which spring biases the respective locking pin 106 toits locked position. Each cylinder 108 is connected by tubing (notshown) to a source of compressed air (not shown). In the exemplaryembodiment, each locking pin 106 and cylinder 108 is mounted on arespective one of rails 44 and 46 via a mounting bracket which comprisesa generally square longitudinal tube 110, a collar 112 secured to andaxially inward of tube 110, and a mounting plate 114 secured to andaxially inward of collar 112. A through passage extends through each ofthe spaced sidewalls of tube 110, collar 112 and mounting plate 114 andreceives the respective pin 106 to allow it to move axially between thelocked and unlocked positions. An axial guide rod 116 is longitudinallyoffset from and parallel to each pin 106 and includes a threaded portionwhich is threadably engaged by a pair of nuts 118 to mount rod 116 onplate 114.

A longitudinal slide member 120 is secured to the outer surface of theouter sidewall of tube 110 and is typically formed of a thermoplasticmaterial most preferably having a high lubricity indicative of a lowcoefficient of friction. Slide member 120 is typically formed of afluorinated polymer such as polytetrafluoroethylene (PTFE),perfluoroalkoxy (PFA) and fluorinated ethylene propylene (FEP), all ofwhich are sold under the brand name Teflon®. Another slide member 122formed of the same material as slide member 120 is connected to thebottom of bottom crossbar 60 of each of rails 44 and 46. Slide member122 includes a horizontal base portion 124, a downward extension 126connected to and extending downwardly from base portion 124 and anupwardly extending leg 128 connected to the outer end of base 124 andextending upwardly therefrom in abutment with the outer edge of bottomcrossbar 60. Leg 128 is spaced laterally outwardly from projection 126.Projection 126 and base member 124 together form a generally T-shapedmember while base member 124 and leg 128 form a generally L-shapedconfiguration.

Referring to FIGS. 7-11, rear flatbed section 24 is described in greaterdetail. Rear section 24 has a front end 130 and a rear end 132 definingtherebetween a length which is approximately the same as or similar tothe length of connector extension 30 of front section 22. Second deck 32of rear section 24 extends from first side 25 to second side 27 and thushas a width which is typically equal to that of front deck 26. In short,rear section 24 forms a large longitudinal beam defining a centrallongitudinal receiving passage 134 (FIG. 10) extending from front end130 to adjacent rear end 132 for slidably receiving therein connectorextension 30. Rear section 34 includes first and second longitudinalparallel structure rails 136 and 138 extending from adjacent front end130 to adjacent rear end 132 and bounding passage 134. Each of rails 136and 138 is in the form of and I-beam including a vertical flat plate orweb 140, a horizontal top crossbar 142 connected to the top of web 140and a horizontal bottom crossbar 144 connected to the bottom of web 140.The inner vertical surfaces of web 140 face axially inward toward oneanother to bound passage 134.

Referring to FIG. 9, rear deck 32 includes first and second parallelupper side rails 146 and 148 spaced axially outwardly respectively ofprimary rails 136 and 138 and are parallel thereto. Upper side rails 146and 148 are longer than upper side rails 92 and 94 of front deck 26 buthave the same angle or L-shaped configuration and thus each includes anupper horizontal leg 150 and a vertical leg 152 connected to the outeredge of leg 150 and extending perpendicularly downwardly therefrom. Deck32 further includes front and rear axial rails 154 and 156 respectivelyconnected to the front and rear ends of rails 136, 138, 146 and 148 andextending from adjacent first side 25 to second side 27. Front axialrail 154 extends downwardly only about ¼ of the height of webs 140 fromtop crossbar 142 while rear axial rail 156 extends downwardly from topcrossbar 142 below bottom crossbar 144 (FIG. 7) and is thus a relativelylarge flat rectangular tail plate. A mudflap 157 is connected to andextends downwardly from the lower end of rear rail 156 and is formed ofrubber or another flexible sheet of material. Deck 32 further includestwenty-four longitudinally spaced parallel axial deck rails which areequally spaced from one another along the length of rear section 24 andinclude central axial deck rails 158, and first and second lateral axialdeck rails 160 and 162 aligned respectively with central deck rails 158.Each central deck rail 158 extends between primary rails 136 and 138adjacent their upper ends and is welded to the upper portion of each web140 and the inwardly extending portion of top crossbars 142. The lowersurfaces of central deck rails 158 form an upper boundary of passage134, which is free of cross members below rails 158 and above the lowersurfaces of bottom crossbars 144 which extend from first rail 136 tosecond rail 138. Each first lateral deck rail extends from first primaryrail 136 to first upper side rail 146 and is welded to the upper portionof web 140 and the outwardly extending portion of top crossbar 142 aswell as to legs 150 and 152 of upper side rails 146. Likewise, eachsecond axial side rail 162 extends from adjacent of upper end of secondprimary rail 138 to second upper side rail 148 and is welded to each inthe same manner as deck rails 160. There are also a pair of firstlateral deck rails 160A and 160B each positioned generally midwaybetween a respective pair of adjacent deck rails 160 and respectivelyadjacent rear suspension assembly 36 and forward suspension assembly 38.Likewise, there are a pair of second lateral axial deck rails 162A and162B axially aligned with first deck rails 160A and 160B and thus alsorespectively adjacent rear suspension assembly 36 and forward suspensionassembly 38.

Multiple aluminum braces are mounted on primary beam 136 and 138 toprovide additional strength to rear flatbed section 24. These bracesinclude a first set of angled outer braces 164 and a second set ofangled outer braces 166 wherein braces 164 and 166 are longitudinallyspaced from one another along the length of rear flatbed section 24. Inkeeping with maintaining passage 134 free of obstructions, braces 164and 166 are external to passage 134. Like braces 76 on front flatbedsection 22, each of braces 164 and 166 is an aluminum tube with crimpedor flattened ends with holes formed therein for receiving fasteners. Asshown in FIG. 7, there are five braces 164 in the first set and twobraces 166 in the second set. FIG. 7 shows the first and second sets ofbraces 164 and 166 which are mounted on first primary rail 136. Whilethe figures do not show all the analogous angled outer braces on theother side of the trailer which are mounted on second rail 138, eachside of rear flatbed section 24 is substantially a mirror image of theother with respect to a vertical longitudinally extending plane at thecenter of section 24 and thus there are analogous sets of outer braces164 and 166 on the opposite side of rear section 24. FIG. 10 shows oneeach of braces 164 and 166 which are mounted along second side 27. Fivelongitudinally spaced aluminum mounting brackets 168 are connected tothe outer surface of the lower portion of web 140 via fasteners 82 formounting the lower end of each outer brace 164 via a fastener 82. Eachbrace 164 angles upwardly and axially outwardly from its bracket 168 toan upper end which is connected to a respective one of lateral deckrails 160 via a respective fastener 82. Braces 166 are connected in asimilar way described further below.

In addition, six aluminum axial horizontal braces 170 (FIG. 7) extendbetween and are connected to the bottom rails 136 and 138. Five of thesebraces 170 are disposed directly below respective mounting brackets 168and are substantially aligned with respective outer angled braces 164.Braces 170 are parallel to one another and perpendicular to rails 136and 138. Like the braces discussed above, braces 170 are aluminum tubeswith crimped or flattened ends. A front mounting bracket 172 in the formof a flat trapezoidal plate is mounted on each of rails 136 and 138 asbest shown in FIG. 12. More particularly, plates 172 are horizontal andwelded to the lower surfaces of the bottom crossbars 144 of therespective rails 136 and 138 and extend inwardly therefrom toward oneanother. A pair of axial braces 170 extend between and is connected tothe inward extension of brackets 172 by respective fasteners 82, whichpass through holes formed in the crimped ends of braces 172 and holesformed in plates 172. The remainder of braces 170 are secured in asimilar fashion to bottom crossbars 144 via respective mounting brackets174 which are similar to brackets 172 except that they are somewhatsmaller due to the fact that only a single brace 170 extends between therespective pair mounted on rails 136 and 138. Braces 170 and brackets172 and 174 are disposed entirely below the bottom surfaces of bottomcrossbars 144 to keep passage 134 clear.

Referring to FIGS. 8 and 10, suspension assembly 38 and the mounting ofouter angled brace 166 is described. Suspension assemblies 36 and 38 aresubstantially identical and thus only assembly 38 is described.Suspension assemblies 36 and 38 are disposed below bottom crossbars 144to keep passage 134 clear. A typically steel box-shaped hanger 176 ismounted on and extends downwardly from each bottom crossbar 144 ofrespective rails 136 and 138. Each hanger 176 includes a flat horizontaltop wall or flange 178 which is secured to the bottom of bottom crossbar144. Hanger 176 further includes a pair of axially spaced trapezoidalsidewalls 180 (one shown) which are connected to and extend downwardlyfrom top wall 178. A rectangular front wall 182 is connected to andextends downwardly from top wall 178 and also extends between and isconnected to sidewalls 180. A rear wall 184 likewise is connected to topwall 178 and extends downwardly therefrom and also extends between andis connected to the rear of sidewalls 180 and angles upwardly andrearwardly. As shown in FIG. 10, each rear wall 184 includes a flattriangular flange portion 186 which angles axially inwardly andupwardly. A typically steel rear axial cross member 188 is connected toand extends between rear walls 184 of the respective hangers 176 and isin the form of a flat plate. A typically steel front axial cross member190 in the form of a U-shaped channel is connected to and extend betweenfront walls 182 of the respective hanger 176. Front cross member 190includes a vertical axially elongated base member or plate 192, ahorizontal bottom plate 194 connected to and extending forward from thebottom of base plate 192, a top horizontal plate 196 connected to-andextending forward from the top of base plate 192 and a plurality oftriangular braces 198 connected to top plate 196 and the upper portionof base plate 192. FIG. 10 shows a pair of through holes 200 formed inbase plate 192. Base plate 192 includes a pair of lateral extensions 202on its opposed ends which extend outwardly beyond bottom and top plates194 and 196 and beyond bottom crossbar 144 of the respective rails 136and 138. Each outer angled brace 166 is secured at its bottom end to oneof lateral extensions 202 and at its top end to one of lateral axialdeck rails 160B and 162B, the latter being shown in FIG. 9. The rearmostpair of outer angled braces 166 (FIG. 7) are respectively connected attheir upper ends to deck rails 160A and 162A (FIG. 9) in the same manneralthough this is not specifically shown. A pivot arm 204 is pivotallyconnected to each hanger 176 by fastener 82 and includes a pair ofparallel axially spaced arm plates 206. A spacer 208 extends between armplates 206 and defines a hole through which fastener 82 extends andserves as a pivot. Each arm plate 206 includes a first segment 210 whichextends rearwardly from fastener 82 and the lower portion of hanger 176,a second segment 212 which extends downwardly from the trailing end offirst segment 210 and a third segment 214 which extends rearwardly fromthe lower end of second segment 212. An axle 216 on which wheels 42 arerotatably mounted is connected to each arm 204 at the confluence betweenfirst and second segments 210 and 212 thereof. A shock absorber in theform of an air spring 218 is mounted atop third segment 214 via a bottommounting plate 220 and extends upwardly to mount on the bottom of bottomcrossbar 144 via a top mounting plate 222. Air springs 218 thus provideshock absorption during the pivotal movement of arms 204 in response tovertical movement of axle 216 and wheels 42 during various travelconditions of trailer 10.

Referring to FIGS. 7, 8 and 8A, two typically aluminum vertical webstrengtheners 224 are connected to the outer vertical surface of web 140respectively adjacent rear suspension assembly 36 and forward suspensionassembly 38. More particularly, web strengtheners 224 are respectivelydirectly above and adjacent hangers 176, and respectively adjacent andrearward of outer angled braces 166. As shown in FIG. 8, each webstrengthener 224 has a top end 226 closely adjacent or abutting thelower surface of top crossbar 142 and a bottom end 228 closely adjacentor abutting the upper surface of bottom crossbar 144. Web strengthener224 includes an upwardly extending central rib 230 which is connected toand extends perpendicularly axially outwardly from front and rear wallsor wings 232 and 234 which are on either side of rib 230 and aresubstantially parallel to web 140. Central rib 230 extends from top end226 to bottom end 228, as does front wing 232. Rear wing 234 includes aportion extending from top end 226 to bottom end 228 and a portion whichis truncated and ends at the bottom of lateral deck rails 160 althoughrear wing 234 may in its entirety extend upwardly to upper end 226depending on its specific location relative to deck rails 160. Eightfasteners 82, four on each side of central rib 230 secure webstrengthener 224 to web 140 with the bolt shafts of fasteners 82extending through respective holes 236 formed in wings 232 and 234 andholes 238 formed in web 140 and aligned with holes 236, as shown in FIG.8A. The sectional view of FIG. 8A also shows that web strengthener 224is a T-shaped structure and further includes front and rearlongitudinally spaced walls or legs 240 and 242 which are connected tothe outer ends of wings 232 and 234 and extend axially inwardlytherefrom to abut the outer surface of web 140 so that wings 232 and 234are spaced axially outwardly a short distance from the outer surface ofweb 140. FIG. 8A also shows that central rib 230 includes a pair ofparallel axially extending rib walls 244 adjacent and spaced from oneanother, which extend axially outwardly from wings 232 and 234 to aterminal arcuate wall 246 connected to the outer ends of rib walls 244.Terminal wall 246 is adjacent the terminal ends or edges of top andbottom crossbars 142 and 144.

Referring to FIGS. 7 and 8, six longitudinally spaced eyelets aremounted on web 140 each including a flat circular outer reinforcingplate 248 secured to the outer vertical surface of web 140 and typicallyformed of steel. As shown in FIG. 7, the three front reinforcing plates248 are respectively adjacent and forward of three of the outer angledbraces 164 and the associated mounting brackets 168. The nextreinforcing plate 248 rearward thereof is adjacent and rearward of theforward web strengthener 224 and directly above a portion of hanger 176.The next reinforcing plate 248 in the rearward direction is adjacent andbehind one of angled braces 164 and the corresponding mounting bracket168. The rearmost reinforcing plate 248 is rearward of the rear axle 216and adjacent the rear end 132 of rear flatbed section 24. A typicallysteel tube or bushing 250 extends through a central opening formed inplate 248 and is typically cylindrical or oval in cross section. Bushing250 extends axially outwardly from plate 248 (FIG. 10) as well asaxially inwardly therefrom (FIG. 17) and defines an axially extendingthrough passage 252. Six trailer length indicator labels 249 are securedto web 140 and respectively adjacent and above reinforcement plates 248.When locking pins 106 are received with in respective passages 252,labels 249 are configured to indicate the length of trailer 10, forinstance “60 feet” as indicated on label 249 in FIG. 8. As shown in FIG.8, reinforcing plate 248 is secured to web 140 with eight fasteners,three upper fasteners 82, three lower fasteners 82, and two modifiedfasteners 254 which lie along a central horizontal plane between theupper three fasteners 82 and the lower three fasteners 82. Fasteners 254are similar to fasteners 82 in that they include a bolt and nut forthreadably engaging one another and a washer abutting the outer surfaceof reinforcing plate 248, but are modified as described further below.

With reference to FIGS. 8, 10 and 11, the eyelets on rails 136 and 138further include circular inner reinforcing plates 256 which aretypically formed of aluminum, have a larger diameter than and areconcentric with outer reinforcing plates 248, and are typically weldedto the inner vertical surface of web 140 of the respective rails 136 and138. A hole 258 (FIG. 11) is formed in the center of plate 256 forreceiving an inner end segment of bushing 250. Each plate has a flatinner surface 260 which is parallel to the inner surface of web 140 andspaced inwardly therefrom a short distance, for instance ¼ inch or so.Bushing 250 has an inner surface or end 262 which is flush with surface260 or recessed relative thereto, that is, closer to the inner surfaceof web 140 than is surface 260, and thus preferably is no further fromthe inner surface of web 140 than is surface 260.

Returning to modified fasteners 254 and with reference to FIGS. 11 and18, each of fasteners 254 includes a bolt having a threaded shaft 266with an enlarged head 268, a nut threadably engaging shaft 266 and awasher abutting the nut and the outer surface of reinforcing plate 248.Head 268 has an inner surface or end 270 which is flush with or recessedrelative to surface 260 of inner reinforcing plate 256. Moreparticularly, shaft 26 extends through holes formed in outer reinforcingplate 248 and web 140, as well as a hole 272 formed in inner reinforcingplate 256 which includes a counterbore 274 in which head 268 isdisposed. A plurality of wear bars 276 are also secured to the innersurface of web 140 each including an inner surface 278 which is spacedfrom the inner surface of web 140 and flush with inner surfaces 260 ofthe respective plates 256. Wear bars 276 are typically formed ofaluminum or steel although another metal may be used. Wear bars 276 aretypically welded to web 140 although any other suitable securingmechanism may be used whereby wear bars 276 are rigidly secured, eitherremovably or non-removably from web 140. Wear bars 276 may be extrudedas an integral part of each rail 136 and 138. Alternately, a track maybe formed on each rail 136 and 138 in which the wear bars are slidablyreceived. Each of wear bars 276 is a flat horizontal strip spaced fromeach of upper and lower crossbars 142 and 144. The front wear bar 276extends from front end 130 of rear flatbed section 24 to the front offront inner reinforcing plate 256, and is thus typically in abutmentwith or closely adjacent the front of the front plate 256. The next wearbar 276 rearwardly thereof extends from the rear of the frontreinforcing plate 256 to the front of the next reinforcing plate 256.The remainder of the wear bars 256 similarly extend between and are inabutment with or closely adjacent a respective adjacent pair of theinner reinforcing plates 256.

The operation of trailer 10 is now described with reference to FIGS.12-18. FIGS. 12, 14 and 15 show rear end 54 of front flat bed sectionadjacent front end 130 of rear flatbed section 24 prior to connection ofthe two flatbed sections, with connector extension 30 of front section22 aligned with receiving passage 134 of rear section 24. Prior to theinsertion of the rear end 54 of connector extension 30 into passage 134or shortly thereafter, FIG. 12 shows that the pneumatic actuators areactuated to move cylinders 108 axially inwardly toward one another(Arrows A) to in turn move locking pins 106 axially inwardly toward oneanother (Arrows B) to the unlocked position. In this unlocked position,the outer terminal ends of pins 106 are adjacent the outer surfaces ofthe respective slide members 120. FIG. 13 represents an initial stage ofthe insertion of connector 130 into receiving passage 134 as indicatedat Arrows C and illustrates a sliding engagement between inner surface278 of the front wear bar 276 and each of slide member 120 and the outerend of locking pin 106. FIG. 13 also illustrates a sliding engagementbetween inner surface 260 of the front inner reinforcing plate 256 andeach of slide member 120 and the outer end of locking pin 106 during therelative movement of front and rear flatbed sections 22 and 24. As rearsection 24 continues to move forward relative to front section 22, slidemembers 26 and the outer ends of locking pins 106 continue to slidealong inner surfaces 278 and 260 until locking pins 106 reach passages252 of tubes 250 at which time the internal springs of cylinders 108force cylinders 108 and pins 106 axially outwardly from one another(Arrows D in FIG. 17) to the locked position shown in FIGS. 16-18.During the relative sliding movement between front and rear flatbedsections 22 and 24 prior to reaching the locked position, slide members120 and locking pins 106 may also slidably engage the inner ends 270 ofheads 268 of bolts 264, as shown in part by the locking pin shown indashed lines of FIG. 18. FIG. 18 also illustrates the sliding engagementbetween slide member 120 and the inner end of tube 250. Locking pins 106also slidably engages the inner end of tube 250 during this process.FIG. 17 also illustrates a sliding engagement between each slide member122 and the lower portion of a respective one of rails 136 and 138. Moreparticularly, base segment 124 slidably engages the upper surface of theinwardly projecting portion of bottom crossbar 144 while projection 126slidably engages the inwardly facing terminal edge of bottom crossbar144 and leg 128 slidably engages the lower portion of the inner surfaceof web 140. Without the use of lubricants such as grease or oils, slidemembers 120 and 122 reduce the friction substantially which wouldotherwise occur between two pieces of metal such as two pieces ofaluminum. FIG. 17 also shows that top crossbars 58 are adjacent andbelow central deck rails 158, that bottom crossbars 60 are adjacent andabove bottom crossbars 144 and that inner plates 256, slide member 120and a portion of tube 110 are disposed within the space bounded by webs56 and 140 and the outer segments of crossbars 58 and 60.

When locking pins 106A are received in the passages 252 of the fronteyelets, trailer 10 is in the fully extended position shown in FIG. 1and thus has its greatest length L1 shown in FIG. 2, which may be forinstance approximately 90 feet. On the other hand, actuators 108 may bepneumatically actuated to move locking pins 106 to the unlockedpositions so that connector extension 30 may be received to the greatestextent within receiving passage 134 and locking pins 106 may be insertedinto the passages 252 of the rearmost eyelets on rear section 24 withrear end 86 of front deck 26 abutting or closely adjacent front end 130of rear deck 32 in the fully retracted position shown in FIG. 20. Thelength of trailer 10 in the fully retracted position is illustrated atL2 in FIG. 2 and may be for instance about 45 feet. As previouslydiscussed, FIG. 19 illustrates an intermediate length of trailer 10 inwhich locking pins 106 are received in one of the intermediate eyeletsof rear section 24.

Trailer 300 is now described with referenced to FIGS. 21-23. Referringto FIG. 21, extendable flatbed trailer 300 includes three primarycomponents, which include a front flatbed section 22, a rear flatbedsection 24 and an additional front flatbed section 302. As suggested bythe numbering, front flatbed section 22 and rear flatbed section 24 havethe same configuration as the corresponding sections 22 and 24 oftrailer 10. FIG. 21 shows that front section 22 has a length L3extending from front end 52 to rear end 54. In contrast, front flatbedsection 302 has front and rear ends 304 and 306 defining therebetween alength L4 of section 302 which is substantially shorter than that oflength L3. In the exemplary embodiment, length L4 is substantially lessthan ½ of length L3 and closer to but still more than ⅓ the length ofL3. The ratio between length L4 and L3 may vary. The front portion offront flatbed section 302 is substantially identical to the frontsection of front flatbed section 22 and thus retains deck 26, hitchsection 28, the tapered section of the primary rails and landing gear43. However, front flatbed section 302 includes a male connectorextension 308 which is substantially shorter than connector extension 30of front flatbed section 22. More particularly, connector extension 30has a length L5 extending from the rear end 86 of deck 26 to rear end 54of front section 22. Connector extension 308 has a length L6 definedbetween a rear end 310 of deck 26 of front section 302 to rear end 306thereof. In the exemplary embodiment, length L6 is far less than ½ oflength L5, substantially less than ⅓ the length of L5 and typicallyapproximately ¼ the length of length L5. Connector extension 308 retainsthe securing or locking mechanism as described with reference to trailer10 utilizing locking pins 106 and the corresponding pneumatic cylinders108 and so forth. As shown in FIG. 21, slide members 120 and 122 arealso retained and mounted on respective primary rails analogous to rails44 and 46 of front section 22.

In operation, rear flatbed section 24 may be used alternately witheither one of front flatbed sections 22 and 302. The use of front andrear sections 22 and 24 with one another provides the same configurationand interactions as discussed with respect to trailer 10 and thus mayprovide a fully extended configuration as shown in FIG. 22 or may befully retracted or partially retracted as discussed with regard totrailer 10. On the other hand, the use of front section 302 and rearsection 24 provides for a single secured configuration as shown in FIG.23, which is equivalent in length to the fully retracted configurationof sections 22 and 24 when used together. Connector extension 308 isslidably received within the receiving passage of rear flatbed section24 in the same manner as described with respect to trailer 10 exceptthat the locking pins 106 will only reach to the front eyelets onsection 24 as illustrated with pin 106A being received within the frontouter reinforcing plate 248 in FIG. 23 to secure the front and rearsections 302 and 24 together. The alternate use front flatbed section302 substantially reduces the amount of weight compared to the use offront section 22 in combination with rear section 24. Thus, when thereis no need for the use of an extended configuration, the user simplywill use front section 302 in combination with rear section 24 toprovide for a substantially lighter weight flatbed trailer. Removingfront section 302 and replacing it with front section 22 allows for arelatively quick change when there is a need for an extended flatbedconfiguration. The weight difference between the trailer configurationsusing front section 22 and front section 302 is easily several hundredpounds and even when formed primarily of aluminum is more typically inthe range of about one thousand pounds. Thus, the use of this conceptwith other metals which are even heavier such as steel may create arelative weight difference substantially in excess of one thousandpounds. In any case, the distinction is considerable.

Extendable flatbed trailer 400 is now described with reference to FIGS.24-27. Trailer 400 includes a rear flatbed section 24A which is only aslight modification of section 24 in that it includes a pair of frontflanges 401 respectively connected to the front ends of primary rails136 and 138 at front end 130. Trailer 400 further includes first andsecond front flatbed sections 402 and 404 which are removablyconnectable to one another. First section 402 is similar to the frontsegments of front flatbed section 22 and front flatbed section 302 ofthe previous embodiment, retaining deck 26, hitch section 28 and thetapered portion of primary rails as indicated at 406. First section 402has front and rear ends 408 and 410 which are the same as the front andrear ends of deck 26 and define therebetween a length L7 of firstsection 402 which is even less than length L4 of front flatbed section302 of trailer 300. Both primary rails of the first section 402 includean outwardly extending flange 412 at or adjacent rear end 410.

Second section 404 retains the basic structure of connector extension 30of front flatbed section 22 and thus retains primary rails such as rail44A, which is nearly the same as rail 44, the various braces ofextension 30 and so forth, including slide members 120 and 122 andlocking pins 106. Second section 404 thus has front and rear ends 414and 416 defining therebetween a length L8 which is substantially thesame as length L5 of connector extension 30. Second section 404 is thussubstantially a connector section itself substantially similar toconnector extension 30 with a pair of front flanges 418 at front end 414which are similar to flanges 401 of rear section 24. Flanges 418 and 401may be alternately mounted on rear flange 412 of first section 402.

Thus, flanges 412 and 418 of first and second sections 402 and 404 maybe secured to one another so that section 404 may be inserted as aconnector extension into the receiving passage of rear section 24A sothat locking pins 106 may be received in any one of the eyelets of rearsection 24 in order to secure front and rear flatbed sections to oneanother, for example with pins 106 in the front eyelet to form the fullyextended configuration shown in FIG. 25. FIG. 27 better illustrates theconnection between first and second sections 402 and 404. FIG. 27 showsthe rear end of first section 402 and more particularly shows one ofrails 420 typically in the form of an I-beam configuration and thusincluding a vertical web 422 and top and bottom crossbars 424 and 426similar to those discussed in previous embodiments. Flange 412 extendsvertically between and is welded to crossbars 424 and 426. In addition,flange 412 extends axially outwardly from and is welded to web 420. Aplurality of holes 428 are formed in flange 412 for receivingtherethrough respective fasteners 82. Similarly, front flange 418 ofsecond section 404 extends between top and bottom flanges 142 and 144and is welded thereto. Flange 418 also extends outwardly from and iswelded to web 140. A plurality of holes 430 are formed in flange 418 andaligned with holes 428 for receiving fasteners 82 which secure flanges412 and 418 together in order to secure first and second sections 402and 404 to one another to form the extendable flatbed configuration.

In the alternate configuration shown in FIG. 26, fasteners 82 have beenremoved from flanges 412 and 418 in order to separate first and secondsections 402 and 404 and then used to join flanges 412 and 401 in orderto secure first section 402 to rear section 24A in a configuration whichis analogous to the fully retracted position of the previously describedextendable flatbed trailers. Similar to trailer 300, trailer 400provides for the use of three major components which when used inconjunction provide an extendable flatbed trailer which functionsessentially the same as trailer 10 and a second configuration in whichsecond flatbed section 404 is removed and first section 402 is connecteddirectly to rear section 24A to provide a standard flatbed trailer whileremoving the substantial weight involved with the use of second section404. In the latter configuration, the connector extension represented bysecond section 404 is completely eliminated, including the securingmechanism which utilizes locking pins 106 and pneumatic actuators 108.The weight difference between the two configurations is thus evengreater than that discussed with respect to the two configurations oftrailer 300.

Having described the structure and operation of the preferredembodiments of the extendible flatbed trailer, a preferred embodimentroller system will now be described in detail and should be viewed inlight of FIGS. 28 through 47. In particular, front flatbed section 22 isillustrated in FIGS. 28 through 33 and rear flatbed section 24 isillustrated in FIGS. 34 through 38.

Initially, front section 22 includes a front section roller supportassembly 502 extending rearward from and past rear end 54 arranged forengagement with rear flatbed section 24 to provide a reduced rollingresistance between the sections. Rear flatbed section 24 also includes arear section roller support assembly 556 which is engaged with frontsection 22 to provide a reduced rolling resistance between the sections.In particular, roller support assembly 502 and rear section rollersupport assembly 556 move axially with respect to each other to providea clearance between the sections and reduce the friction to allowsmoother and easier relative movement between the front and rearsections.

Referring now to FIGS. 28 and 29, roller support assembly 502 has adriver side and a passenger side, each of which is identical andfunctions in unison. A pivot bracket 504 is located on each side of rearend 54 and each bracket has a front end 506 and a back end 508. A liftbracket 510 is connected to front end 506 with a pair of arms 512extending perpendicularly from the lift bracket. A cross beam 514 isdisposed along the bottom of front section 22 and extends from apassenger side 516 to a driver side 518. In a preferred embodiment, anair spring 520 is located between lift bracket 510 and cross beam 514,however any suitable device which is capable of providing verticalmovement on command is within the spirit and scope of the presentinvention as claimed. Pivot bracket 504 further includes a through hole522 in a position such that the through hole is located proximate rearend 54. Through hole 522 receives a pivot assembly 531 with a shaft 524and a retainer ring 529 which surrounds the shaft to keep pivot bracket504 separated from rails 44 and 46 as well as prevent a bushing 527 fromfalling off of shaft 524 Retainer ring 529 may be maintained on shaft524 with a set screw (not shown) or other suitable fastener. Bushing 527is pivotally mounted on shaft 524 adjacent retainer ring 529. Further,bushing 527 may be welded to pivot bracket 504 within through hole 522such that the bushing pivots with the pivot bracket.

In accordance with one of the main features of the invention, frontsection roller support assembly 502 includes a roller shaft 528traversing from passenger side 516 to driver side 518. Back end 508 ofpivot bracket 504 has a hole 530 arranged to receive the roller shaft,and a bushing 532 surrounding the roller shaft. Outward of each pivotbracket 504, a roller wheel 534 is rotatably attached on each end ofcentral shaft 528. Roller wheel 534 has an outer surface 536 which ispreferably round in shape. A shoulder 538 is preferably integral to andhas a larger diameter than roller wheel 534 such that the shoulder helpsto prevent the front section from moving towards either the driver andpassenger sides.

Extending still further from rear end 54 is a brace assembly 540 whichincludes a brace 542 and a pair of legs 544. Each leg 544 has anelongated slot 546 through which roller shaft 528 passes through. Inparticular, brace assembly 540 extends rearward beyond roller supportassembly 502 and elongated slot 546 limits the vertical travel of theroller support assembly as will be described below.

FIGS. 30 and 31 are front and rear views of front flatbed section 22 inthe disengaged position, or when air spring 520 is exhausted, and theroller support assembly is inactive. In FIG. 30, brace 542 has beenremoved to show the connection between the roller support assembly andthe front flatbed section. Each shaft 524 is secured to leg 544 and heldin place by welding through a hole 525 in the leg that has a diametersmaller than shaft 524. Preferably, roller support assembly 502 isarranged to be at a height approximately just above slide member 122 ormay be in slight contact. Advantageously, this allows the roller supportassembly to require very little vertical travel to reduce friction atthe slide member, while still allowing slide member 122 to remain infull contact with the rear flatbed section as necessary.

Referring now to FIGS. 32 and 33, a better view of pivot bracket 504 canbe seen with air spring 520 again in the exhausted state. As describedabove, legs 544 of brace assembly 540 each include elongated slot 546which has both an upper portion 548 and a lower portion 550. Theelongated slot is preferably disposed at a slight angle due to theplacement of the pivot and the ensuing rotational movement of pivotbracket 504. The upper and lower portions of the elongated slot limitthe vertical travel of the pivot bracket by preventing roller shaft 528from moving above upper portion 548 and below lower portion 550.

Having described the structure of the front section roller supportassembly, the operation will now be described and should be read inlight of FIGS. 28 through 33. Air spring 520 is inflated and, since theair spring is fixed to cross beam 514, lift bracket 510 is raised in thedirection associated with arrow 552. As seen in FIGS. 32 and 33, pivotbracket 504 and bushing 527 then rotate about shaft 524 which in turnmoves roller shaft 528 within elongated slot 546 towards lower portion550 in the direction associated with arrow 554. In this arrangement,more vertical travel is required from the air spring because themovement at roller shaft 528 imparts both vertical and horizontalcomponents. Nevertheless, due to the weight of the front flatbedsection, incorporation of a pivot bracket produces a lever arm effect(which substantially increases torque) instead of just a vertical airspring and thereby reduces the air spring force necessary to lift thefront flatbed section off of the slide member.

Referring now to FIGS. 34, 35, and 36, rear flatbed section 24 includesa rear section roller support assembly 556 at a front end 557 withportions of the assembly on each side of web 559 and below upper portion561 of each beam. The rear section roller support assembly includes apivot bracket 558 which has both a front end 560 and a back end 562. Ina preferred embodiment, pivot bracket 558 has a generally C-shapedportion such that front end 560 and back end 562 are offset from oneanother and generally perpendicular to each other.

Extending upwards from front end 560 is a lift plate 566 having twotriangular members 564 welded to the lift plate and front end 560. Backend 562 defines a through hole 568 and a through hole 569 which arespaced apart but parallel to each other. A pivot assembly 577 includes acentral shaft 570 with a bushing 573 which traverses through hole 569.On the inside of bushing 573 is a spacer 572 which helps to assureproper operation of bushing 573 as well as prevent bushing 573 frommoving axially. Spacer 572 may be held in place with set screws andbushing 573 is preferably welded to pivot bracket 558 around throughhole 569. Outward of bushing 573 is a retainer ring 575 which preventsaxial movement of bushing 573 and may be held in place with a set screw.Further, central shaft 570 is arranged to allow pivot bracket 558 tosmoothly rotate about the central shaft as necessary. A bushing 576surrounds roller shaft 574 and traverses through hole 568. The rollershaft extends through web 559 of both rails 563 and 565 and pivotbrackets 558. Thus, roller shaft 574 has an overall length greater thanthe distance between rails 563 and 565 and greater than the distancebetween pivot brackets 558.

An air spring 578 sits on plate 566 and is bolted to an upper plate 580with bolts or screws 582. Upper plate 580 is secured between beams 584and 586 by welding, however any suitable connection means known in theart may be utilized. Beam 584 is located at front end 557 of the rearflatbed section. Further, a triangular support plate 588 is disposedbetween beams 584 and 586 to provide additional support for the supportpad and beams 584 and 586.

Referring specifically to FIG. 35, the portions of the rear sectionroller support assembly located between rails 563 and 565 willdescribed. As described above, Roller shaft 574 extends through the areadefined by rails 563 and 565. Roller shaft 574 has a pair of rollerwheels 590 rotatably engaged thereon, with one of the roller wheelslocated proximate rail 563 and the other roller wheel located proximaterail 565. A bushing 592 is disposed intermediate each roller wheel andshaft 574. In particular, bushing 592 allows roller wheel 590 to spin aswell as locate the roller wheel along the shaft. The bushings may alsobe held in place with a set screw or a similar fastener.

FIGS. 37 and 38 illustrate views of the central shaft from between therails and outside of web 559, respectively. A reinforcement bracket 594is located outward of web 559 and includes both an elongated slot 595and through hole 597. The reinforcement bracket is secured to web 599with bolts 596 which extend inward through the web and receives nuts598. Elongated slot 595 includes an upper portion 602 and a lowerportion 604. The upper and lower portions limit the travel of rollershaft 574 similar to the elongated slot 546 of the front flatbedsection.

Having described the structure of the rear section roller supportassembly, the operation will now be described and should be viewed inlight of FIGS. 34-38. Air spring 578 is inflated and, since the airspring is fixed to upper plate 580, plate 566 is lowered in thedirection associated with arrow 606. Pivot bracket 558 then rotatesabout central shaft 570 which in turn moves roller shaft 574 withinelongated slot 595 towards lower portion 604 in the direction associatedwith arrow 608. Further, both of the air springs on each side of therear flatbed section work together to provide smooth operation.

Having described the structure and operation of both of the front andrear flatbed trailer section roller support assemblies, the interactionand method of operation will now be described in detail and should beviewed in light of FIGS. 3947. FIG. 39 is a side view of the frontflatbed section shown partially in dashed lines and inserted within therear flatbed section. In particular, outer surface 536 of roller wheel534 is located proximate crossbar 144. FIG. 40 illustrates roller wheel590 of the rear flatbed section resting proximate rail 44, as well asroller wheel 534 located proximate crossbar 144. Further, the first stepin sliding the front flatbed section within the rear flatbed sectionrequires displacing pneumatic cylinder 108A inward in the directionassociated with arrow 610 to allow relative movement between thesections. Similarly, pneumatic cylinder 108B (not shown) is displacedinward.

FIGS. 41, 42, and 43 are enlarged views of the interaction between thefront and rear flatbed trailer sections when both of the front and rearflatbed sections are each in contact with sliding members 122 and 571.In this arrangement, the friction between each section and the slidingpads is low enough to allow relative movement between the front and rearsections, but the friction is still significant enough to require a lotof force and generates a lot of heat. Further, both roller wheels 534and 590 may remain in contact with the respective flatbed sections evenwhen their air springs are exhausted.

Moving on to FIGS. 44, 45 and 46 where the roller support assemblies areillustrated providing clearance between the front and rear flatbedsections. Specifically, FIG. 44 shows the front flatbed sectionproviding a clearance C1 between slide member 122 and crossbar 144. Airspring 520 is inflated, thereby forcing lift bracket 510 in thedirection associated with arrow 612. The vertical movement of the liftbracket forces front end 506 of pivot bracket 504 in the directionassociated with arrow 612. The movement of front end 506 imparts arotation about shaft 524. Further, the rotation of pivot bracket 504forces roller shaft 528 in the direction associated with arrow 614 (inan arcuate fashion). The downward movement of roller shaft 528 alsoforces roller wheel 534 and outer surface 536 downward into crossbar144. Further, the force from the air spring is large enough to liftcrossbar 60 and slide member 122 off of crossbar 144 and provideclearance C1. Thus, the only interaction between front flatbed section22 and rear flatbed section 24 when the roller assembly air springs areinflated is at outer surface 536 of roller wheel 534. Accordingly, thefront flatbed section can be moved much easier with only the rollingresistance of outer surface 536 to overcome.

FIGS. 45 and 46 illustrate the rear flatbed trailer section rollersupport assembly providing a clearance C2. First, air spring 578 isinflated. Since the air spring is held in place at upper plate 580,inflation of the air spring forces plate 566 in the direction associatedwith arrow 616. The movement at front end 560 from plate 566 imparts arotation of pivot bracket 558 around central shaft 570. The rotation ofpivot bracket 558 also forces roller shaft 574 downward in the directionassociated with arrow 618. Further, roller wheels 590 are forced towardstop horizontal crossbar 58 in the direction associated with arrow 620.The force applied by air springs 578 through roller wheels 590 issufficient to separate the top horizontal crossbar and slide member 571to create clearance C2. Thus, the only interaction between front flatbedsection 22 and rear flatbed section 24 when the roller support assemblyair springs are inflated is at roller wheels 590. Accordingly, the frontflatbed section can be moved much easier with only the rollingresistance of outer surface of the roller wheels 590 to overcome.

FIG. 47 illustrates two more steps. After both roller wheels 534 and 590create clearances C1 and C2, front flatbed section 22 is slid withinrear flatbed section 24 in the direction associated with arrow 622 orarrow 624 until the desired length is achieved. Next, air springs 520 offront section roller support assembly 502 are deflated so that rollerwheels 534 move in the direction associated with arrow 626 and slidemember 122 and crossbar 144 are once again in contact. Further, airsprings 578 of rear section roller support assembly 556 are alsodeflated so that roller wheels 590 move in the direction associated witharrow 628 and slide member 571 and top horizontal crossbar 58 are onceagain in contact.

In summary, both the front and rear section roller support assembliescreate a clearance by using air springs and roller wheels. Inparticular, when the clearances are created, the roller wheels are theonly connection between the front and rear flatbed sections. Thus, therolling resistance at the roller wheels is significantly smaller thanthe frictional resistance without the clearances. Further, the airsprings can easily be exhausted so that the slide members and crossbarsare once again in contact with each other.

In the foregoing description, certain terms have been used for brevity,clearness, and understanding. No unnecessary limitations are to beimplied therefrom beyond the requirement of the prior art because suchterms are used for descriptive purposes and are intended to be broadlyconstrued.

Moreover, the description and illustration of the invention is anexample and the invention is not limited to the exact details shown ordescribed.

1. An apparatus comprising: a front flatbed vertical trailer section; arear flatbed trailer section; a first support assembly carried by one ofthe front and rear flatbed trailer sections; and, wherein the firstsupport assembly moves the front and rear flatbed trailer sectionsaxially relative to each other from a first position to a secondposition; wherein the support assembly includes a brace bracket definingan elongated slot, wherein the elongated slot limits the travel of thefirst support assembly and wherein a portion of the support assemblypasses through the elongated slot.
 2. The apparatus of claim 1 whereinthe first support assembly includes at least one roller wheel, the atleast one roller wheel provides rolling movement between the front andrear flatbed trailer sections upon the at least partial disengagement ofthe front and rear flatbed trailer sections.
 3. The apparatus of claim 1further comprising a second support assembly carried by the other of thefront and rear flatbed trailer sections and wherein the first and secondsupport assemblies move the front and rear flatbed trailer sectionsrelative to each other in opposite directions.
 4. The apparatus of claim3 wherein the first support assembly is located on the bottom of thefront flatbed trailer section and the second support assembly is locatedon the top of the rear flatbed trailer section.
 5. The apparatus ofclaim 3 wherein the first and second support assemblies move the frontflatbed trailer section within the rear flatbed trailer section.
 6. Theapparatus of claim 1 wherein the first support assembly furthercomprises a pivot, wherein the first support assembly rotates about thepivot.
 7. The apparatus of claim 6 further comprising an air springpositioned at an end of the first support assembly and the air springprovides the rotation of the first support assembly.
 8. The apparatus ofclaim 7 wherein the first support assembly includes a roller wheel whichprovides rolling movement between the front and rear flatbed trailersections upon at least partial disengagement of the front and rearflatbed trailer sections; and the pivot is located closer to the rollerwheel than the air spring.
 9. The apparatus of claim 7 wherein the firstsupport assembly includes a roller wheel which provides rolling movementbetween the front and rear flatbed trailer sections upon at leastpartial disengagement of the front and rear flatbed trailer sections;and the pivot and roller wheel are parallel to each other and offsetfrom the air spring.
 10. The apparatus of claim 1 further comprising aslide member extending between the front and rear flatbed trailersections.
 11. A method of extending a trailer comprising the steps of:providing a front flatbed trailer section and a second rear flatbedtrailer section with a first support assembly; displacing a firstsection of the first support assembly in a first direction relative to asecond section of the first support assembly to cause separation of thefront and rear flatbed trailer sections in a vertical direction;limiting travel of the first section relative to the second section witha portion of the first section within an elongated slot of the secondsection; and, while the front and rear flatbed trailer sections arevertically separated, moving one of the front and rear flatbed trailersections in one of a forward direction and a rearward direction relativeto the other of the front and rear flatbed trailer sections.
 12. Themethod of claim 11 wherein the step of displacing comprises the step ofrotating the first section of the first support assembly relative to thesecond section of the first support assembly.
 13. The method of claim 11further comprising the step of displacing the first section of the firstsupport assembly relative to the second section of the first supportassembly in a second direction opposite the first direction to cause thevertically separated front and rear flatbed trailer sections to comeinto contact with one another via vertical movement of one of the frontand rear flatbed trailer sections relative to the other of the front andrear flatbed trailer sections.
 14. The method of claim 13 furthercomprising the step of inserting a locking pin between the first andsecond flatbed trailer sections.
 15. The method of claim 11 furthercomprising the step of positioning the front flatbed trailer sectionbetween the first support assembly and a second support assembly. 16.The method of claim 11 wherein the step of displacing comprises the stepof displacing the first section in the first direction to lift the frontflatbed trailer section off of the rear flatbed trailer section; andfurther comprising the step of displacing a first section of a secondsupport assembly relative to a second section of the second supportassembly to lift the rear flatbed trailer section off of the frontflatbed trailer section.
 17. The method of claim 11 wherein the firstsection comprises a pivot bracket; and the second section comprises abrace bracket in which the elongated slot is formed; the step ofdisplacing comprises the step of pivoting the pivot bracket in the firstdirection relative to the brace bracket.
 18. An extendable flatbedtrailer comprising: a front flatbed trailer section; a rear flatbedtrailer section which is movable forward and rearward relative to thefront flatbed trailer section to provide respectively a retractedposition of the trailer and an extended position of the trailer; a firstsupport assembly which is carried by one of the front and rear flatbedtrailer sections and which comprises a first section, a second sectionand a first roller wheel rotatably mounted on the first section; asecond support assembly which is carried by one of the front and rearflatbed trailer sections and which comprises a third section, a fourthsection and a second roller wheel rotatably mounted on the thirdsection; and wherein the front flatbed trailer section is lifted off ofthe rear flatbed trailer section in response to movement of the firstsection relative to the second section; the first roller wheel providesforward and rearward rolling movement between the front and rear flatbedtrailer sections when the front flatbed trailer section is lifted off ofthe rear flatbed trailer section by the first support assembly; the rearflatbed trailer section is lifted off of the front flatbed trailersection in response to movement of the third section relative to thefourth section; and the second roller wheel provides forward andrearward rolling movement between the front and rear flatbed trailersections when the rear flatbed trailer section is lifted off of thefront flatbed trailer section by the second support assembly.
 19. Theextendable trailer of claim 18 further comprising a first elongated slotformed in the second section; a portion of the first section within thefirst elongated slot; a second elongated slot formed in the fourthsection; a portion of the third section within the second elongatedslot; and wherein the first elongated slot limits the travel of thefirst section relative to the second section; and the second elongatedslot limits the travel of the third section relative to the fourthsection.
 20. The extendable trailer of claim 19 wherein the firstsection pivots relative to the second section; and the third sectionpivots relative to the fourth section.